[jblackburn]

Those Series I 3800's were absolutely fantastic engines.

I would be happy if the car got to 150,000 miles before it needs major maintenance - a clutch, radiator, sensors - stuff like that. I fully expect to do a suspension overhaul around or before 100,000 miles living where I do.

The only cars we've EVER had powertrain issues from were 30 years old and 20 years old, that one with 320,000 miles. It's everything else that falls apart first.

 

[jblackburn]

In my experience owning two series 2 L67s and one Series 1 3800 L27, I have to admit the L27 was from a reliability standpoint a superior motor. Easier to work on, simpler, and the longer stroke with a taller deck made for some interesting performance gains as the piston spent more time near TDC. I had the intake and heads ported on mine with YT roller rockers and I was doing 94% injector duty cycle on the stock injectors. Blew a roller on a lifter before I ever had the chance to see how much power it actually made unfortunately. The series 2 had the LIM gasket issue, the UIM plenum issue, the coolant elbow issue, and far more evap issues while not feeling all that much faster despite making 35hp more.

I miss that L27.

While lacking in HP, the L27 had boatloads of torque from a standstill too. Idk if the newer motors were electronically torque limited or heavier or what, but the newer LeSabre and Grand Prix just didn't launch away from a stop like the old ones did.

Our 87 Century was one of the most reliable cars we ever had, besides its alternator eating habit.

 

[jblackburn]

Old tread I know...but any updates on comments on how our 1.4 turbos are doing? Or any comments on what you are hearing out there? Is it starting to develop a reputation for being tough...or are there some problems showing up?

thanks,
Joe

Piston ringlands (mostly early), the occasional turbo, and just about everyone's water pump and valve cover (PCV).

I haven't seen any timing chain issues whatsoever, which is quite good for a GM motor.